Carbureter.



J. Si GOLDBERG.

CARBURETER.

1 I APPLICATION FILED MAR.'9. 1911. 1,177,318. Patented Mar. 28,1916.

2 SHEETS-SHEET I.

Wilma E5 ITRIEITITJT 1111 5. Bulfih erg W (7% r JG WWW J. S. GOLDBERG.

CARBURETER.

APPLICATION FILED MAR. 9, 19H. 1,177,818. Patented Man-.1916.

2 SHEETS SHEET 2.

WlInesses ImFET-TET (1/ duhn S. Goldberg W m M UNITED STATES PATENT OFFICE.

JOHN S. GOLDBERG, OF CHICAGO, ILLINOIS, ASSIGNOR 'IO STROMBERG MOTOR DEVICES COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

CARBURE'IEB.

Specification of Letters Patent.

Patented Mar. 28, 1916.

Application filed March 9, 1911. Serial No. 613,863.

To all whom it may concern:

Beg'it known that I, JOHN S. GOLDBERG, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Carbureters, of

- which the following is a full, clear, concise,

and exact description, reference being bad to the accompanying drawings, forming a.

part of this specification.

My invention relates to carbureters for use in connectionwith internal combustion be secured when it is desired to start the Furthermore, I provide means engine.

' whereby a warm mixture may be secured transmitted to the incoming air.

and this is particularly valuable when the inferior grades of oils are used since it is a material aid to volatilization.

It is now quite common in the art to provide carbureters with an auxiliary air inlet-in addition .to the main air inlet, this auxiliary air inlet being arranged to be effective only after the suction, created in the mixing chamber by the action of the engine, reaches a predetermined point. The auxiliary air inlet valve is therefore essen tially automatically operative and my invention is concerned with the provision of means for controlling this automatic valve manually at the same'time that the main air inlet is varied to suit the carbureter to certain conditions, for instance, starting the engine. In the matter of securing the heating of the combustible mixture, I provide means wherebyv the main inlet pipe for the air passes through a jacket through which the exhaust takes place. The exhaust gases are of course hot and it will appear that the arrangement issuch that the heat will be In the use of myv invention the rich mixture at starting is secured by concentrating the suction to a considerable extent upon the fuel inlet and this is done by throttling the associated" air inlet. However, when the main air inlet is throttled in the manner to be described, the increase in the suctional strain may cause the response of the auxiliary air valve and my invention provides a structure for preventing this response.

I have endeavored to embody the features of my invention in a simple and compact device. and I shall make these improved structural features the subject-mate ter of some of the appended claims.

My invention is embodied in the structure illustrated in theaccompanying drawings, in which- Figure 1 is an elevational view of the carbureter; Fig. 2 is an axial section taken on a plane parallel to the plane of elevation of Fig. 1 and looking in the opposite direction. Fig. 3 is an end elevational view of an isolated portion of the carbureter, showing the mechanical connection between the two air inlet valves, .Fig. 4 is aplan view of thepart shown in Fig. 3; and Fig.

5 is a sectional view illustrating the means for heating the main air intake.

Like reference characters are applied to the same parts throughout the various figures. I

" The main structural supporting unit is in the form of a casting 6 which may be considered as being divided into three partsthe main mixing chamber 7, the auxiliary air inlet chamberS and the oil inlet chamber 9, the three parts conveniently having their axes 'in a single plane. The ma1n mixing chamber 7 is supplemented downwardly by an extension 10 which has a central passageway of double conical cross-section, commonly called a Venturi tube. ,The extension 10 is screw-threaded externally for the reception of a sleeve 11 which then extends downwardly and is pro- Vided .at the bottom with a preferably integral shelf 12. A fuel tube 13 is disposed in axial alinement with the sleeve 11, part of the tube extending upwardlv into the sleeve and the-other part extending downwardly ,below the shelf 12. This fuel tube is convenientlv cast integral with the sleeve 11 and'shelf 12 and is supported therefrom bv means of the spider 14. A circular wall 15, preferably of glass. is clamped between the shelf 12 and the body of the casting 6 so as to form an oil float chamber 16. suitable gaskets 17 and 18. being provided to make a tight compartment. The float chamber l6'is connected with the inside of the fuel tube 13 by means of the passageways 19, 19 in the spider 14. Disposed within the float chamber and surrounding the sleeve 11, so as to be in axial alinement with the Venturi tube, is an annular float 20, the position of this float being subject to the amount of oil contained in the cham-- ber.

The float chamber 16 is connected with the fuel chamber 9 by means of a passageway 21 and the chamber 9 in turn is connected with a source of oil supply in the following manner: The fuel chamber 9 is provided with a double outlet boss 22, 23, a valve seat member 24 being disposed in the connecting passage between the boss chamber and the fuel chamber. The boss 22 is in axial alinement with the passage leading to the fuel chamber and with a valve to be described. This boss is closed however by the use of a plug 25 and it is provided mostly for structural purposes although, as will be evident to those skilled in the art, the fuel could be led into this boss if the associated arrangement were so disposed that that would be convenient. The boss 23 is provided with a union 26 from which the pipe 27 leading to the oil supply, extends. A strainer 26 is disposed in the boss 23 so as to prevent impurities from clogging the passage 29, leading to the boss chamber, and subsequent passages.

On the top of the casting 6, in axial alinement with the valve opening 30 in the valve seat member 24, a tubular boss 31 is provided and this boss is internally screwthreaded for the reception ofa sleeve 32 in which a valve stem 33 is mounted, as clearly illustrated in Fig. 2. At the bottom thereof this valve stem 33 is provided with a head 34 between which and the sleeve 32 a helical spring 35 is disposed, this spring tending to move the stem downwardly. A valve 36 is carried in this head and the lower end of the valve is tapered for cooperation with the tapered seat for the valve opening 30. The valve, and consequently the stem, is guided at the bottom by means of a suitable spider 37 carried by the valve seat-member 242 At the top the stem is provided with a cup 38 which surrounds the sleeve so as to protect the passage therethrough. The sleeve 32 carries the cup 39 which is knurled to make a thumb piece and which surrounds the'boss 31 as clearly illustrated in Fig. 2. The outside of the cup 39 is provided with a plurality of notches 40 into any one of which a plunger 41, disposed in a socket 42 in the casing against the tension of a spring 43, may be disposed. It is clear that when the cup 39 is turned one way or the other the screw-threaded relation between the sleeve 32 and the boss 31 will re:

sult in the vertical adjustment of the valveand that the plunger arrangement which has just been described will hold the cup in any adjusted position with sufficient so curity.

Within the fuel chamber 9 a lever 44 is mounted upon a pivot 45, one arm of this lever being bifurcated so as to engage the under side of the head 34 of the stem 33 and the other arm extending through the passageway 21 into the float chamber 16. The end of the lever 44 within the float chamber has pivoted thereto at 46 a link 47 which is attached to the float 20. It will now ap-- pear that the oil used for fuel can enter the carbureter byway of the connection 27, passing through the opening 29 and up through the valve opening 30. It then flows over the side of the float chamber and down through the passageway 21. It will be seen that the weight of the float acts in opposition to the spring 35 and as the float rises this opposition will be removed and the spring 35 will tend to close the valve 36 to a greater or less extent. When sufficient oil has entered the float chamber the valve can be closed entirely and when the float subsequently drops it is opened to admit more oil. The valve 36 can be operated manually by grasping the cup 38. An air inlet 51 is provided in the casing so that the fuel chamber 9 will be exposed to atmospheric pressure and the float chamber itself is connected with the interior of the fuel tube by means of the passageways 19, 19 as heretofore described.

The fuel tube 13is provided at the upper end with a nozzle 52 which terminates in the restricted zone of the Venturi tube. The amount of oil passing through the nozzle is adjusted by means of a needle valve 53 which passes downwardly through the tube 13, through a stuffing gland 54 and terminates in a screw-threaded portion 55 and a finger piece 56 so that its adjustment is secured by turning it.

A horn 57 which provides a horizontal passageway with a vertical outlet is secured to the under side ofthe shelf 12 so that this passageway may connect with the inside ofv the tube 11 and consequently with the Venturi tube. This horn 57 is provided with an opening 58 through which the lower end of the fuel tube 13 may pass and this lower end of the tube is screw-threaded for the reception of a nut 59 for holding the horn in place. This horn is provided with a gate valve 60 mounted upon an oscillating shaft 61 set in the walls of the horn as best shown in Fig. 2. The lower end of the shaft is provided with an operating lever 63 which is held in either of two positions, with reasonable security, by means of a plunger 64, mounted in a pocket 65 against the tension of a spring 66 and adapted to extend into one or the other of two notches 67, 67 in the hub of the lever. Thev gate valve 60 is provided with the constant Openings 68, 68 and it will appear that when the valve is closed all the air under the horn must enter through these openings. This valve is used when it is desired to start the engine and when it is necessary to have a rich mixture. When the valve is closed the air supply is cut down to such a great extent that considerable of the suction created by the engine is concentrated upon the nozzle through which the fuel is supplied, and in this way the mixture of comparatively much. fuel and little air is secured. A drip opening 69 is provided for the exit of superfluous oil which may have concentrated in the horn and which has not been volatilized by the rush of .air therethrough.

It is frequently desirable, particularly when the inferior grades of oil are used, to

heat the air before it enters the horn 57 and in order to do this in a convenient and economical manner I propose associating the intake pipe with a heating medium in order that it may be subjected to the heat thereof. Referring to Fig. 5 it will be'seen that the pipe 70 which leads from the atmosphere to the horn 57 terminates in a jacket 71 in which a pipe 72, through which a heating medium may be passed, is disposed, this jacket being provided with sufiicient open-' ings 73, 73 so as to provide for theentry of air. In this way satisfactory preliminary heating is secured.

The auxiliary air chamber 8 is provided with an upward opening in which a spider 74 is disposed, this spider having a number of inlet openings and having its inner edge inwardly beveled as indicated at 75 to form a valve seat. A valve member 76 is secured upon a valve stem 77 which is guided at the top in the central boss 78 on the spider 74- and at the bottom in a sleeve 79 having threaded engagement with the inside of a downwardly extending boss 80 on the main casting. A helical spring 81 surrounds the stem 77 and extends between the under side of the valve member 76 and the top of the sleeve 79. The sleeve has secured thereto a cup 82, .as best shown in Fig. 2, which is knurledto form a thumb piece and is provided with a plurality of peripheral slots 83,

into any one of which a plunger 84: mounted in a pocket 85 against the tension of a spring 86, may extend so as to hold it in any adjusted position. It will be seen that the manipulation of the cup 82 will result in a'changc in the tension of the spring 81. For convenience the pocket 85 is formed in a screw 87 which is mounted in the main casting.

Near the top of the valve stem 77 a cup 88 is slipped thereover and has threaded engagement with the boss 78. The end of the stem 77 is screw-threaded for thereception of a nut 89'through which a cotter pin 90, which also passes through an opening in the stem, may extend to hold it in any adjusted between the nut 89 and the cup 88 and the arrangement is such that the spring is normally out of contact with the nut 89. That is, the spring 91 does not come into play until after the spring 81 has been compressed a predetermined amount and is therefore called the high speed spring. The cup is knurled to form a thumb piece position. A helical spring 91 is disposed and is provided with a plurality of peripheral slots or grooves 92, 92 into any one of which a plunger 93 disposed in a socket 94 against the tension of a spring 95, may extend. The pocket 94 is provided in a screw 96 which is threaded into the spider 74. In order that the auxiliary air supply may be chamber created by the engine will be responded to by the air rushing in the restricted openings 68 and by the fuel coming into'the carbureter through the nozzle, the suction being concentrated upon the nozzle to a considerable extent by this action. If the auxiliary air inlet valve, which is automatic in its operation, would respond to-this increase in pressure the very purpose for closing the valve 60 would be defeated and no rich mixture would be secured. In order then that on starting both inlets may be closed and the entrance of air restricted entirely and absolutely to the openings 68, 68, I provide a cam piece 98 which is secured upon the upwardly projecting end of the-shaft 61 by means of a set screw 99. This cam piece has the 0b,- lique cam surface 100 which is sodisposed that it may pass under the bottom end of the stem 77. When the valve 60 is open the cam piece 98 is in such position as to be out of the range of the stem 77, as illustrated in dotted lines in Fig. 4. This is the normal operating condition of the carburetor and it is clear that the auxiliary air inlet may respond to excessive suction without interference. When however it is desired to start the engine and to restrict the inflow of air, and the valve 60 is closedas hereinbefore pointed out, the cam piece 98 is brought into position under the bottom end of the stem 7 7 and the oblique cam surface effectively jams the stem upwardly so as to force and keep the valve member 76 against the seat. In

this way the suction created by the engine may be absolutely and positively concentrated upon the fuel supply to the proper extent; The connection between the mixing chamber of the carbureter and the engine is inlet, and means for locking said auxiliary inlet closed when said main inlet is so restrlcted.

2. In a carbureter, a mixing chamber, a

4 fuel inlet, a main air inlet, an auxiliary air inlet, a valve for restricting said main air inlet, and means for automatically locking said auxiliary inlet closed when said main inlet is so restricted.

3. In a carbureter, a mixing chamber, a fuel inlet, a main air inlet, a manually operated valve for restricting said main inlet, an auxiliary air inlet, an automatic valve for said auxiliary inlet, and means for mechanically locking the latter valve closed when the former is in position to restrict the main inlet.

4. In a carbureter, a mixing chamber, a fuel inlet, a main air inlet, a manually operated gate valve for restricting said main inlet, an auxiliary air inlet, a valve for said auxiliary inlet mounted upon a stem, resilient means for normally holding the latter valve closed, and a cam on the shaft of said gate valve for engaging the end of said stem to hold the latter valve closed when the former is in osition to restrict the main inlet.

5. n a carbureter, a mixing chamber, a fuel inlet, a main air inlet, a valve controlling said main air inlet, automatically operating means for holding said valve in either of two positions, one to leave the inlet open and the other to restrict it, an auxiliary air inlet, an automatic valve controlling said auxiliary inlet, and means for mechanically I holding 'thelatter valve closed when the former is in the last-named position.

6. In a carbureter, a mixing chamber, a

\main fuel inlet, a main air inlet, an auxiliary trollingsaid auxiliary air inlet, an arm and manually controlled means for moving said arm against said valve for holding the same from movement under the suction stroke of the engine, and yielding means operating to hold said arm in contact with the valve.

8. A carbureter including, in combination, a fuel n0zzle,a main air inlet, an auxiliary air inlet, a valve for controlling said auxiliary air inlet, and manually operated means locking itself in position when operated, to hold said auxiliary air inletvalve closed against movement under the suction stroke of the engine and manually operable to release the auxiliary valve.

9. In a carbureter, a mixing chamber, a main air inlet, a fuel inlet, an auxiliary air inlet, an automatic valve for said auxiliary air inlet, a valve for restricting said main air inlet, and means for positively blocking said auxiliary valve in closed position when said main inlet is so restricted.

In witness whereof, I hereunto subscribe my name this 4th day of March, A. D. 1911. 

